Automobile construction



Aug. 2, 1938. J. HALTENBERGER AUTOMOBILE CONSTRUCTION Filed April 16,1934 QS, n Q s Patented Aug. 2, 1938 UNITED STATES lli/35,441

PATENT OFFICE AUTOMOBILE OONSTBUC'HGN Jules Haltenbcrgcr, Ann Arbor,Mich.

Application April '16, 1934, Serial No. 720,146

12 Claims.

This invention relates to motor vehicles and more particularly to suchconstructions in which the motor is mounted transversely to the vehicle.

It is the object of my invention to increase the useful space of a motorvehicle by the transverse positioning of the motor and arrange simpledriving connections between the motor and the preferably independentlysuspended driving wheels.

Further and more particularly expressed objects of the invention willappear as the description proceeds.

My invention may be embodied in a motor vehicle as illustrated in theaccompanying drawing, wherein Fig. 1 is a plan view of a vehiclechassis, with some parts shown in section; Fig. 2 is a side elevation ofthe chassis of Fig. 1 including some parts of a body.

Referring to the drawing therein a frame is illustrated generally at Iand comprising two laterally spaced side members II and I2 connected attheir rear extremity by a' cross member I3, and forward of it by a crossmember I4, and still further forward by a hollow cross member I5. Crossmember I5 is rigidly connected to hollow central backbone I6, theforward end of which is connected by a spacer to a cross member I8, asby arc welding. Near their front ends side members II and I2 areconnected by a front cross member I9.

The frame I0 above described can be light and inexpensive and by the useof the tubular backbone I6 is torsion resisting.

The extreme front ends of side members I I and I2 are arranged to carrycross tubes 25 and 25 as by clamps 21. These tubes are positioned fromthe front wheel centers at a distance greater than the radius of thetires on the front wheels and extend laterally of the chassis to give agreater length for the torsion springs 28 which they contain. Cross tubeis provided at its outer extreme end with a serrated or splined anchor30 to hold torsion spring 28 from turning. At the other end cross tube25 is arranged to serve as a bearing for a hub 3| to which is anchoredthe inner end of spring 23. Where said hub protrudes from cross tube 25it is formed into a spring pad 32.

On the spring pad 32 is mounted a leaf spring 35, held as by U-clip 36.The rear end of the main leaf of leaf spring 35 is formed into anupturned eyelet that is provided with a bushing 31 to serve as the upperfulcrum for kingbolt bracket 38. The front cross member I9 is ar- 55ranged to serve as a bearing for a swinging (Cl. ISO-54) arm 40, therear end of which serves as the lower fulcrum ,for kingbolt bracket 33.

'I'he torsion spring 28, leaf spring 35, swinging arm 4U, and kingboltbracket 38 form the main parts that support the wheel 45, and providefor it an independent suspension. For the otherV wheel 46, thesuspension is substantially the same, there being a torsion spring -28in cross tube 28 connected through a leaf spring 35' to the kingboltbracket 38', and a swinging arm 40 mounted in the same manner as for thewheel 45.

The swinging arms 40 and 40 are relied upon to hold their associatedwheels in proper camber. This is illustrated in Fig. 1, where the wheelis held by a hub 41 integral with the swinging arm 40 said hub beingprovided with a spindle 48 that is integral with kingbolt bracket 38 andforms the lower fulcrum of the same. 'I'he middle part of the spindle isthreaded, as is the middle part of hub41, and their threaded engagementholds the wheel from lateral motion. The load is taken by needlebearings 49 located outwardly from the threaded portions and arranged ina circle that is larger than the thread. and by needle bearings 50located inwardly and arranged in 'a circle that is smaller than thethread, for ease of machinery and assembly.

Wheels 45 and 46 are arranged for steering upon their usual kingboltsand are steered by fore and ait drag links and 56, which at their rearare connected to their respectivewheel spindles in the usual way and attheir front ends they are operatively connected to ya steering chuck 51,usual steering wheel 50 and chuck operated levers 63 and $3.

The described independent wheel suspension and steering is efiicient andalso creates a space for a transversely mounted power plant.

The frame side members II and I2 carry a crosswise mounted power plant55 between the front wheels 45 and 46, preferably positioned so that itscrankshaft centerline continuation substantially coincides with thefront wheel center lines. In iront of the power plant a radiator 66 islocated and arranged to be cooled by a fan 51 driven from the powerplant. To facilitate the exit oi' the warm air, the air deilectingsurface of the toe board 68 is continued by a plate 55, arranged to behinged out of the way when the power plant is serviced.

One end of the power plant is provided with a usual flywheel housing 10containing a usual clutch arranged to drive a pinion 14 and therewithmeshing gear 15 on stubshaft 1G (only the rear part is shown).

Shaft 15 through a unl- 55 versal Joint in housing F1 is operativelyconnected to a propelier shaft-18.

This shaft extends diagonally and rearwardly and is arranged te drivethrough a usual universal joint-'Yin housing 19 and through a usualchange speed mechanism in housing 82 and therewith integral'Y neck 88 apinion 84.

Pinion 8l is meshed with a differential gear 85 in a differentialhousing 86, integral with neck 83. To housing 86 is rmly secured alaterally extending axle tubing 8? surrounding a usual rear axle shaft{not shown) to drive wheel 88 in the usual manner. To housing 86 isflexibly mounted-a laterally extending axle tubing 89 surrounding ausual rear axle shaft (not shown) to drive wheel 90 in the usual manner.Y

Parts 86, 81 and 89 form a hinged axie described in detail in my PatentNo; 1,937,653.

'I'he transmission case 82, necle 88, differential housing 86, axletubing-8'iand'wheel 88 form a unit, which is fulcrumed on the crossmember I4 by a pair of links |05.. The links are Vdirectly fulcrumed onthe cross member on pins |06 protruding substantially.- horizontallyfrom thea Ycross member i4, and their upper ends are:Y Ydrawn togetherYagainst'. the ends of a compresslble rubber bushing in a lateralextension of l unit.

The cross member l5, which is preferably hollow and of sqLre section, isarranged to hold a quarter elliptic spring ||0 above its sectionY and asimilar spring llt below its section, as by a U bolt ||2. The springs||0 and lli form a sion becomes laterally elastic, as the ends of thefour quarter elliptic springs are the anchoring points and they haveknown lateral elasticity.

`The transmission case 82 contains the gearing ci a usual geartransmission design nowgin general use, and the 4gear changing systemcan also be the present day standard. The transmission case Y82 isprovided with a cover 82' on which a short change-speed' lever |20 isfulcrumed in the usuai way. At the top of the lever is a ball and socketjoint |2| connecting the change-speed lever |20 to a lever |22 of ashifting rod 23 that at its forward end is operatively connected tochange-speed lever |24 which is-pivoted at aball and socket joint |25 oncross member I8. The shifting rod |23 is mainly placed in hollowbackbone I6, and protrudes from it at the forward end, where it ispiloted.

Lateral motion of the vchange-speed lever |24 will slightly turnslLifting rod |23, and cause the short change-speed lever |20 to changeits gait in the usuai way in the transmission.

The described construction is simple; it does permit the use of standardcomponents. By mounting with the engine and ciutoh only a diagonalstub-shaft the engine unit is relatively short, an important item withtransverse installation.

described, a two unit hinged axle. Applicant does not wish to be limitedto this construction;V He might replace this suspension by thel wellknown three unit hinged axle which is sometimes referred to asa shorthinged axle, or other well known independent Wheel suspensions.

It is known that rear independent Wheel suspensions, because of theirmaterially reduced unsprung weights and thereby increased tire to roadcontacts, increase the acceleration and deceleration of an automobile.By the same token they improve the directional stability of the vehicle,particularly when a hinged axle is used.

As shown in this 'preferred form of applicants construction of apassenger automobile (with a light body), the center of gravity oftherelatively heavy engine substantially coincides with the front Wheelcenter lines to counteract the harmful steering effects of thisunusually foi'- ward position, the change speed transmission-is removedfrom the engine and is plaeed in the rear of the vehicle. Thetransmission and the differential forming asprung weight mass at therear improve the directional stability and do not affect, or hardlyaieet, the action of the independently suspended Wheels.

Applicant illustrates a transversely` disposed front engine. Applicantdoes not Wish tonbe limited to this front engine position; he mightmount the engine in a lengthwise position.

When referring to independentlyW suspended wheels in this patentapplic-*ation the applicant does not include the De Dien drive Where thedriving wheels are bonn'ected by a dead axle; this axle precludes anindependent wheel travel or suspension. e Y.

Iclaim as my invention:

1.; In an automobile, front wheels, a multicylinder powerplant disposedto be cut by a 'vertical plane containing therwheel centers, Yand withits crankshaft parallel to said plane, a body dash-board disposed lessthan one-half the powerplant length from said plane, bevel gearsoperatively connected at one end orfsaid powerplant, a rear axle, and auniversally jointed drive shaft disposed diagonally of saidv automobileto connect said axle and bevel gears. 'l

In anautomobile, front wheels, a multicylinder powerplant disposed withits crankshaft parallel and near to the center line of said wheels, apair of bevel gears operatively connected at one end Y:of said engine, arear axle, a transmission mechanism integral with and operativelyconnected to said axle, and a universally jointed drive shaft connectingsaid transmission and bevel gears.

3. In an automobile, front wheels, a multicylinder powerplant disposedwith its crankshaft parallel and near to lthe center line of saidwheels, a pair of bevel gears operatively connected at one end of saidengine, a hinged rear axle having two jointed parts, a transmissionintegral with one of said parts and operatively connected to drive saidrear axle, and a universally `iointed shaft connecting said transmissionand said bevel gears.

4. In a motor vehicle, a transversely disposed engine, a clutch intransverse alignment with the engine, a longitudinally spaced, jointed,two half, drive axle, said halves arranged for independent suspension, achange speed mechanism associated with the one half of said drive axle,the input side of the change speed mechanism oiset transversely to theoutput side of the clutch, and a drive shaft extending diagonally of thelongitudinal vertical plane of the vehicle between the transverselyoffset clutch and change speed mechanism.

5. In a motor vehicle, a pair of transversely disposed axle shaftsarranged for independent suspension, a differential drive therebetween,a

housing for said differential drive directly associated with one of saidaxle shafts, a primary power shaft disposed transversely of the vehiclein longitudinally spaced relation to the axle shafts, change speedmechanism associated with the dierential drive, anda propeller shaftextending diagonally to the longitudinal center line of the vehicle andconnecting said primary power shaft and the change speed mechanism.

6. In a motor vehicle,la supporting structure, a transversely disposedengine and clutch unit mounted on said structure, a differential driveand variable speed unit including angularly related housings enclosingthe differential and variable speed mechanism respectively, meansmounting the latter unit osciliatably on the supporting structure,'and auniversally jointed drive shaft extending diagonally of the enginenormally in line with the variable speed housing and coupling saidclutch and variable speed mechanism.

7. In a front engined rear wheel drive automobile, front wheels, amulti-cylinder engine disposed with its cylinder-.block to be cutcentrally by a vertical plane containing the wheel centers, a pair ofindependently suspended rear driving wheels, a differential disposedtherebetween and a change speed transmission integral with saiddiierential, power transmission means between said engine and saidtransmission and differential and power transfer means between saiddiierential and driving wheels.

8. 'I'he invention disclosed in claim 7 where the engine is transverselydisposed.

9. In a front engined rear wheel drive automobile, front wheels, amulti-cylinder engine disposed therebetween, a hinged axle supporting apair of independently suspended rear driving wheels, a differentialdisposed between said wheels, and a change speed transmission integralwith the differential, power transfer means between said engine and saidtransmission and differential, and power transfer means between saiddifferential and the rear driving wheels.

10. The invention disclosed in claim 9 where the engine is transverselydisposed.

11. In a front engined rear wheel drive automobile, front wheels, amulti-cylinder engine disposed therebetween, a two unit hinged axlesupporting a pair oi' independently suspended rear driving wheels, adiiIerential disposed between said wheels and associated with one ofsaid hinged axle units, a change speed transmission. integral with thedifferential, power transfer means between said engine and saidtransmission and differential, and power transfer means between saiddifferential and said driving wheels.

12. The invention disclosed in claim 11 where the engine is transverselydisposed.

JULES HALTENBERGER.

